Internal-combustion engine



' May 7, 1946. I V c. 1. FOX 2,399,998

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' INTERNAL-COMBUSTION ENGINE Filed Oct. 5, 1943 Patented May 7, 1946 UNITED STATES PATENT OFFICE INTERNAL-COMBUSTION ENGINE Charles I. Fox, Pella, Iowa Application October 5, 1943, Serial No. 504,987

15 Claims.

This invention relates to an internal combustion engine having a rotating power or lever wheel for imparting rotation to the mainshaft of the engine.

One object of the invention is to provide an engine of this general character having a rotor within a stator, a shuttle valve including an abutment bar movable into the stator, the movement thereof being controlled by compressed air mechanism and a check arm and link device which locks the abutment bar against movement until the pressure of the air has been built up to a point sufficiently high to properly operate it.

Another object is to provide an engine having associated with the shuttle valve and rotor, a fuel control unit of novel character, including an air valve for relieving pressure therefrom, a second valve for admitting fuel under pressure, and a third valve for admitting air. under .high pressure to form a fuel mixture, the fuel mixture being discharged into .an expansible chamber of the engine and exploded therein.

A further object is to provide an air compressor unit operating in conjunction with the fuel control unit for compressing a charge of air in the expansible chamber so that the air is relatively hot, so that when the fuel is discharged into it, explosion will be effectedfor operating the engine.

Still another object is to provide an engine having a combustion control unit comprising a. first piston and a second piston telescopically related to each other and operated by compressed air, the pressure of expansiomand a check arm I and link mechanism, all three in conjunction with each other to control the explosion and obtain maximum power therefrom.

.Further objects are to provide a lubricating oil system in connection with the engine and a simple connection between the various operating units in the form of cranks and connecting rods.

With these and other objects in view, my invention consists in theconstruction, arrangement and combination of the various parts of my device whereby the objects contemplated are attained, as hereinafter more fully set forth, pointed out in my claims and illustrated in the accompanyings drawings, in which:

Figure 1 is a plan view of the left half of the engine cut at the center line of the main shaft, with a portion of a fuel control unit and a compressor unit shown in section.

Figure 2 is a sectional view on the line 2-2 of Figure 1.

Figure 1A is a plan view of the right half of the engine, also cut at the center line, this figure being a continuation of Figure 1 with aportion of the power cylinders for a shuttle valve shown and sectioned with an explosion control unit shown in section.

Figure 3 is a vertical sectional view through the engine on the line 3-3 of Figure 1, showing only the left 'half.

Figures 4, 5 and 6 are diagrammatic views showing various positions of the rotor during operation.

Figure 3A is a vertical sectional view on the line 3A-3A of Figure 1A, this figure being a continuation of Figure 3.

Figure '7 is a sectional view similar to Figure 3A showing the parts in a different position.

Figure 8 is a vertical sectional vew on the line 8-8 of Figure 3.

Figure 9 is a sectional view on the line 9--9 of Figure 8 showing the shuttle valve mechanism.

Figure 10 is a similar sectionalview showing the shuttle valve in a different position, and;

Figure 11 is a view similar to Figure 7 showing the parts in still a different position.

On the accompanying drawings I have used the reference character! to indicate a frame. The frame F is box-like in character so as to form an oil sump in which a supply of lubricating oil may be contained. The frame F at its center has a pair of stators indicated generally at S in which rotors Rare rotatably mounted.

Each rotor It consists of a disc having a notch therein, the bottom of which is indicated at I0 and the ends of which are indicated at I! and II.

The rotors R. are rigidly secured to a main shaft l8. The shaft I! as shown in Figure 8 is Journalled in bearings ll and end plates 22. The bearings 20 are removably mounted in the stators S and the center of the main shaft is journalled in a bearing 24 removably positioned with respect to a, partition 25 of the frame F so that the entire main shaft may be removed or inserted lengthwise with relation to the 'frame F and the stators S.

The main shaft II has two pairs of crank pins 26 and 28 carried thereby, and the bearin s 20 and 24 are made large enough to accommodate the crank arms therefor. Connecting rods 21 and 29 are journalled on the crank pin 28 and 28 respectively, and extend in opposite directions from the main shaft ll. Theconnecting rodsil extend to crank pins 30 of a cam shaft 32 while the connecting rods 29 extend to crank pins 34 of a crankshaft 36.

The cam shaft "is journalled in five bearings 38 of the frame F and the crankshaft 38 is journalled in a center bearing 48 and two other bear-- simultaneously and in unison with the main shaft I8. This provides a comparatively simple power transmission mean without the necessity of gearing. chains or the like.

Cooperating with the notch ends I2 and I4 of the rotor R (which are helically inclined as shown in Figures 9 and 10) is a shuttle valve including an abutment bar 44. The abutment bar slides in a housing provided therefor in the frame F and sliding motion is imparted thereto by shuttle valve pistons P. The pistons P reciprocate in shuttle valve cylinders 48 of the frame F and are connected as by extensions 58 with the abutment bar 44.

For effecting movement of the pistons P in the cylinders 48 I provide power cylinders 52 having therein power pistons P which are operated by connecting rods 48 from crank pins 54' of the crankshaft 88.

introduced into the cylinders is further compressed by the power pistons P and exhausted through outlet ports 88 into the shuttle valve cylinder 48 aswill hereinafter appear. A means is provided for stopping and locking the shuttle valve in its opposite positions consisting of a pair of check arms 82 pivoted on a stationary stud 84 anchored relative to the frame F; Links 88 connect the outer ends of the arms 82 to studs 88 carried by the abutment bar.

The joints between the links and arms are indicated generally at 18 and these joints are adapted to coact with seats 12 formed in trigger elements 14 (see Figure 8). The trigger elements 14 have extensions 18 and 18 slidable in perforated ears 88 and 82 of the frameF, and are biased in one direction by springs 84. Secured to the main shaft I8 adjacent the center thereof is a pair of trip arms 88 for coacting with the extensions 18 for actuating the trigger elements 14 as will hereinafter appear. Each trip arm 88 is provided with an inclined cam surface 81 for this purpose as shown in Figure 9.

Leading from the shuttle valve cylinders 48 are exhaust passageways 88, each of which as shown in Figure 1 terminates in a cylinder 88 after passing through a check valve 82. Each cylinder 88 (one for each rotor R) is part of an air compressor unit having ,a piston 84 operated by a connecting rod 88 from the cam shaft 82. The cam shaft 32 has a crank pin 88 for the connecting rod.

The air compressor unit 88--84 has inlet ports I88 communicating with a compressed air manifold I82 into which air is introduced at, for instance, 250 pounds pressure, A cylindrical shutter I84 is provided for controlling the air supply into the manifold and the shutter in turn is connected with a control link I88 by means of a pin I88 or other suitable connecting means (see Figure 3). The pin I88 passes through an arcuate slot I08 in the manifold and a flange I88 around the shutter I04 seals the slot under pressure of the air within the manifold. Adjacent the center of the engine, an outiet valve H8 is provided for the air compressor 88-84 and is surrounded by an annulus II2.

A fuel control unit is provided consisting of an air outlet valve II4, fuel inlet valve H8, and an air inlet valve H8. The three valves Just mentioned are located in cylinders H5, H1 and H8 respectively. The valves H4, H8 and H8 open into a bore I28 having an insert I22 retained therein by a plug I24. A passageway I28 leads from the bore I28 through a check valve I28 into the annulus II2.

The valves II4, H8 and H8 are adapted to be opened in the order named by cam-lobes I38, I32 and I34 on a cam I38. The cam I88 is mounted on the cam shaft 82. The cam lobe I88 is adapted to engage a head I8I of the valve II4 to effect its opening. Similarly the lobes I32 and I84 are adapted to engage heads I33 and I of the valves H8 and H8. The valves H8 and H8 may be adjusted as to degree of opening by means of the control link I88. It is operatively connected to the heads I38 and I35 by oscillatable bands I88 pivoted thereto as at I48 and connected with the stems of the valves by'pins I42 extend ing through slots in the cylinders H1 and H9.

Associated with the stems of the valves I I8 and H8 are seal-off diaphragms I44, and fuel, for instance under 'pounds pressure, is introduced at I48'into the valve II8 whereas compressed air at considerably higher pressure, for instance 3000 pounds per square inch, is introduced at I48 to the valve II8.

Operating in conjunction with the fuel control unit and the air compressor unit, I provide an explosion control unit which will now be described, The explosion control unit comprises a first piston P and a second piston P telescopically related to each other as shown in Figure 3A, the piston P operating in a pair of bores I58 and I52 of the stator head I25. The piston P is tubular so as at times to fit around the annulus II2 and is driven by explosion as will hereinafter appear. Locking means is provided for the piston P comprising an auxiliary crank shaft I54 .journalled in a sleeve I58 passing through a tube I58. The tube I58 is part of the has limited longitudinal motion on the piston M between an annular flange I88 thereon and a ring I88. A spring I18 biases the sleeve I84 toward the ring I88.

The piston P slides inside the piston P and outside the tube I58. A valve I12 is located between the piston P and the tube I58, seating at times on a seat I14 of the tube. The valve is biased toward seating position by a spring I18 and has a head I18 that permits the piston P when it moves toward the left to unseat the valve.

The joint between the crank arms I82 and the links I88 are provided with extension pins I88 (see Figure 1A) which are adapted to be alternately engaged by cam lobes I82 and I 84 carried by discs I88 mounted on the crank shaft 88. The lobes I82 and I84 effect an unlocking and a locking action respectively of the arms I82 and the links I83 in, or slightly past, dead center position as will be described later in the operation of my engine.

For oiling the engine, a lubricating oil reservoir I88 is provided from which an intake pipe I88 extends to passageways I82 and I88 and through a check valve I88 into a cavity C formed between the first piston P and the second piston P. Leading from this cavity is a check valve I88 and passages 288 and 282 returning to the reservoir I88. The piston P is suitably connected to a ring .I8la of the tube I88 to prevent l relative rotation so that the passageways I82 and I84, and the passageways 288 and 282 may align with each other at certain points in the operating cycle of the elements, thereby metering the oil into and out of the cavity C and oiling the pistons P and P and the tube I88.

A further oiling means is provided as shown in Figure 1A consisting of an intake tube 288 leada check valve 288 to a cavity C formed between the piston P and the stator head I28. Leading from this cavity is a check valve 288 and a spray nozzle 2| from which oil is sprayed onto the working parts of the engine. The engine is pref erably provided with a cover (not shown) coacting with the frame F to completely enclose the working parts in an oil tight manner.

Although in some instances I have described only one rotor, fuel control unit or explosion control unit, it is to be understood that two complete units are provided as shown on the drawings and more units may be added if desirable. The two rotors are arranged with their notches diametrically opposite each other so that while one rotor is on the power stroke the other is on the exhaust stroke, and vice-versa. The various operating units are properly timed to secure the cycle of operations described under "Practical operation. 1

The fuel to the engine may be supplied by means of a pump, and the air at two diflerent pressures by means of a pair of compressors which are connected with the main shaft I8. Since mechanism of this character is conventional I have made no attempt to show'it on drawings.

Practical operation In the operation of my engine, assuming the rotor to be in the position shown in Figures 3 the,

and 3A, about ready for the explosion to occur,

there is a relatively high pressure within the pis-.

ton P between the valve I III ,and the head of the piston P. This may be in the neighborhood of 500 pounds per square inch, and therefore opposes the 250 pounds per square inch entering from the pipe I88 through thevalve I12. The

valve, therefore, is closed and the pressure inside the piston P and to the left of the valve may be about 250 pounds due to the area of the left end of the tube is: being about twice theareaf of the piston P2 at its left end. At this time, the

piston P is locked in position with its left end surrounding the annulus II2 by the crank arms I82 and the links I88 being at or slightly past dead center position.

Fuel and air under high pressure are now infrom dead center position so that when explosion. 78

the face I2 of the rotor (adjacent each otherin Figure 3A) causing the rotor to be driven clockwise due to the expansion of the gases of exploaim, the chamber C between the abutment bar and the notch face I2 expanding due to such rotation. Since the notch faces I2 and I4 are at an angle as shown in Figures 9 and 10; openings I8 are provided from their faces to the outer faces of the rotors to relieve side pressure and therefore friction occurring at this point.

When the piston P is crowded against the annulus II2 by the lobes I84 on the disks I88 coming in contact with the projections I88 and crowding the arms I82 and the links I88 to dead center position, the springs I18 are then under some compression and their pressure causes such crowding ofthe piston P against the annulus. The arms and links being directly connected to the sleeve I88 through the pins I88 cause this crowding action, as shown in the bottom half of Figure 1A and in Figure 3A. It will be noted that the sleeve I8! is slightly spaced from the ring I88 at that time. This holds the piston P in position while the cavity C is being filled with air from the cylinder 88 when the piston 84 has completed its stroke for delivering the air ,into the cavity. By this time the disks I88 have" brought the lobes I82 in contact with the projections I88 for releasing the arms and links from dead center position substantially simultaneously with the explosion in the cavity C. The arms I82 and the links I88 do not pull the piston P from the annulus II2, however, as if there is no explosion in the cavity C then the slack is taken up between the sleeve I84 and-the ring I88, and the piston P is positively pulled loose from the annulus 2. when this takes place the compressed air in cavityC acts on the piston P the same as a light explosion, freeing the,opening between the cavity and the expansion chamber of the rotor so that such air from the cavity C is released in the expansion chamber; During ,these operations the spring I18 introduces an interval of time between the release of the arms I82 and the links I88 from the dead center position and the beginning of the positive, pullin of the piston P toward the right. If there is an explosion in the cavity C, as there should be, then the expanding gases are released from the cavity by the piston P -leaving the annulus II2 so that ese expanding gases are transformed into work by acting in the expansible chamber of the rotor. The piston F thus acts as an explosion control, opening the \cavity C to the rotor so that the expanding gases fromth'e cavity can act on the rotor.

the parts are in the position of Figure 7 and just after the explosion has taken place, the rotor is then at the position shown diagrammatically in Figure 4 and moves on as to'ithe position shown in Figure 5. This permits the pressure of the exploded gases to reduce as they ex-' pand and eifects a reduction of the pressure on the left end of the piston I so that, finally the 250 pounds pressure under the valvelltiopens it and drives the piston P toward the let The final reduction of pressure in the stator is efl'ected by the mo ement of the rotor to the tion of Figure 6 where the notch edge I2 uncovers initial exhaust ports I]. This still leaves ajpo cket of spent gases in the notch, and accordingly when a the notch end I2 reaches other exhaust ports I8, which may be called the main exhaust ports, the notch is opened to atmosphere therethrough. After the notch end I2 passes the abutment bar 44, the bar is moved into the notch so that there is provided a contracting cavity shown at C in Figure 4 and further contracted at C in Figure 5. The contracting cavityscavenges the last of the spent gases from the notch in the rotor through the main exhaust ports.

During the cycle of operations of the explosion control unit as just described, the fuel control and air compressor units operate as follows: When the rotor is about in the position of Figure 6, the piston 94 is at the outer end of its stroke as shown in Figure 3. Accordingly air is being admitted at 250 pounds pressure from the manifold I02 through the ports I and into the cylinder 80. As the piston travels forward it cuts oil the ports I00v and compresses the air, forcing the air through the valve IIO when its pressure is suflicient to overcome the air pressure on the end of the piston P Adjacent the end of the compression stroke, the cam lobe I30 opens the air outlet valve II4 for exhausting the space adjacent the insert I22, permitting the air therein to pass to atmosphere along the valve stem in the cylinder H5 and finally through outlet ports H5 (see Figure 1). The camlobe I32 then opens the fuel inlet valve Hi to permit a predetermined quantity of fuel to be injected as determined by the setting of the link I06, the air to the cylinder 90 having also been adjusted by the same link. After the fuel valve H8 closes, the cam lobe I34 opens the air inlet valve II8 to admit air at 3000 pounds pressure which sprays the oil from the passageway 28, forcing it through the check valve I28. The oil being sprayed into the relatively hot compressed air in the cavity C, causes an explosion, thus completing operation of the explosion control unit as already described.

The air passing through valve II8 does not ignite the fuel before passing through the check valve I28 because the fuel entering the space adjacent the insert I22 when the space has an atmospheric pressure is a mixture which is too rich to explode.

As to the valve II4, its purpose is to exhaust the small space in the bore I20 adjacent the insert I22 so it will be at atmospheric pressure before being raised to the pressure of cavity C when the piston P closes around the annulus H2. If the fuel were forced into the bore I20 at a high enough pressure without the bore being exhausted by the opening of the valve II4, there might be a premature explosion.

During a cycle of operation, the shuttle valve operates as follows: Referring to Figure 9, the abutment bar 44 has just been moved in an upward direction relative to the drawings by the compressed air in the upper cylinder 48 that was compressed therein b the upper power piston P The exhaust port 88 is c ntrolled by the check valve 92 (see Figure 1), so that whenever the pressure in the cylinder 90 is less than the pressure in the cylinder 48, air will be exhausted through the valve to permit the upper piston P to return later in the downward direction of Figure 9. The piston 94 when traveling to the left (Figure 1) permits such exhaust of air from the piston 48 and the air and its pressure are therefore utilized in the cylinder 80 instead of being wasted to atmosphere,

When the rotor R rotates about a half revolution and the notch end I4 in Figure 10 engages the abutment bar 44, the lower power piston P will have traveled forward in its cylinder after picking up air at 250 pounds pressure from its inlet port 58 and compresses it behind the lower shuttle valve piston P. Thereupon the right hand arm 86 on the main shaft I8 (see Figure 8) will engage the right-hand trigger I4 for moving it against the action of its spring 84 thereby breaking the right hand joint I0 so that the abutment bar is unlocked and can travel downwardly in Figure 10 due to the compressed air behind the lower piston P of Figure 9.

The abutment bar, in thus traveling downwardly, follows the notch end I2 of the lower rotor R and the lower notch I4 of the upper rotor follows the abutment bar as appears from an inspection of Figure 10. When the other half revolution takes place, the operation is reversed so that the abutment bar then moves upwardly again at the proper time to the position of Figure 9, thus forming at all times an abutment between the ends of the notches in the rotor so that ahead of the abutment there is an expansible chamber for the power stroke, and behind the abutment a contracting chamber for the exhaust stroke.

From the foregoing specification it is believed obvious that I have provided a rotor arrangement that produces in conjunction with a properly moving abutment bar, a means to utilize the force of exploded fuel to effect rotation of a power shaft. The rotor is fed with fuel from the fuel control unit which may be readily adjusted for all speeds of operation. The shuttle valve is controlled by compressed air which in turn is properly controlled so as to effect the movement of the abutment bar in a positive manner and at the proper time.

The double piston arrangement of the explosion control unit confines the charge of compressed air and fuel until such time as the explosion takes place and it is then released into the expansible chamber of the rotor to effect power application thereto, When the exploded gas is spent, the explosion control unit is operated by compressed air and locked in position by rotation of the engine for a subsequent explosion control function. 'I'he various functions of the different units are performed in the proper sequence and at the proper time in an operating cycle to produce an efllciently operable engine of the internal combustion type.

Provision has been made for oiling the various working parts of the engine by utilizing certain cavities in the explosion control unit which alternately expand and contract, suitable passageways and check valves being provided to control the oil flow. Some parts of the engine shown integral on the drawings, such as the cylinders 48 and IE8, would be separately formed and attached to the frame F for convenience in assembly. I have made no attempt to go into detail as to the exact construction, except to show broadly the general organization of parts.

.Some changes may be made in the construction and arrangement of the parts of my device without departing from the real spirit and purpose of my invention, and it i my intention to cover by my claims any modified forms of structure or use of mechanical equivalents, which may be reasonably included within their scope with out sacrificing any of the advantages thereof.

I claim as my invention:

1. In an internal combustion engine. a stator. a rotor therein having a notch, a. shuttle valve movable into said notch to form an expansion chamber in conjunction with one end of said notch, means for moving said shuttle valve in timed relation to said rotor comprising a shuttle valve cylinder, a shuttle valve piston therein, a power cylinder, a power piston in said power cylinder driven by said rotor, means for locking said shuttle valve against movement comprising a check arm and a link having a dead center position, means actuated by said rotor for breaking the check arm and link from dead center position after the compressed air in said power cylinder has been introduced into said shuttle valve cylinder, a chamber, and means for introducing an explosive fuel mixture into said last chamber, exploding the same and introducing the resulting gases into said expansible chamber.

2. In'an internal combustion engine, a stator, a rotor therein having a notch, a shuttle valve movable into said notch to form an expansible chamber in conjunction with one end of said notch, means for moving said shuttle valve comprising a cylinder, 'a shuttle valve piston therein, a power cylinder, means for supplying compressed air thereto, a' power piston in said power cylinder driven by said rotor, means for locking said shuttle valve against movement comprising a check arm and a link having a dead center position, means actuated by said-rotor for breaking the check arm and link from dead center position when the air in said power cylinder is further compressed, and after it has been introduced into said shuttle valve cylinder, a fuel control unit receiving exhaust air from said shuttle valve cylincler, a chamber, said fuel control unit introducing an explosive fuel mixture into said last chamber, exploding the same and introducing the resulting gases into said expansible chamber.

3. In an internal combustion engine, a stator, a rotor therein having a notch, a shuttle valve movable into said notch to form an expansible chamber inc'onjunction with one end of said notch, means for moving said shuttle valve in timed relation to said rotor, means for compressing air and discharging it into said expansible chamber, an explosion control chamber, and means for introducing an explosive fuel mixture into said explosion control chamber and therefrom to said expansible chamber and exploding the same, said last means including a fuel control unit receiving fuel under pressure and then air under pressure, the air effecting spraying of the fuel into said explosion control chamber and into the air compressed therein, exploding the same and introducing the resulting mixture into said expansible chamber.

4. In an internal combustion engine, a stator, a notched rotor therein, a shuttle valve movable into the notch of said rotor to form expansible and contractible chambers therein, means for moving said shuttle valve in timed relation to said rotor, a chamber, means for introducing an explosive fuel mixture into said last chamber, ex-

timed relation to said rotor, an explosion chamber, a fuel control unit for said rotor comprising an air outlet valve, a fuel inlet valve, and an air inlet valve operable successively to exhaust air from the unit, introduce fuel thereto and air at high pressure to said explosion control chamber to form a combustible mixture, explode thesame and introducing the resulting gases into said expansion chamber, and an air compressor unit operating in conjunction with said-fuel control unit and receiving compressed air and compressing it to a higher pressure and discharging it into sai expansible chamber with the air and fuel from said fuel control unit.

6. In an internal combustion engine, a stator, a. rotor therein having a notch, a shuttle valve movable into said notch to form an expansion chamber in conjunction with one end of said notch means for moving said shuttle valve in timed relation to said rotor, a chamber, a fuel control unit for said rotor comprising an air outlet valve, a fuel inlet valve, and an airsinlet valve operable successively to exhaust air from the unit, introduce fuel thereto and air at high pressure to said last chamber to form a combustible mixture, explode the same and introducing the resulting gases into said expansible chamber.

'7.v In an internal combustion engine, a stator, a rotor therein having a notch, a shuttle valve movable into said notch to form an expansible chamber in conjunction with one end of said notch, means for moving said shuttle valve in timed relation to said rotor, an explosion chamber, a fuel control unit for said rotor for intro ducing a combustible mixture to said explosion chamber, explode the same and introducing the resulting gases into said expansible chamber, and an air compressor unit operating in conjunction with said fuel control unit to discharge air into said expansible chamber prior to the fuel from said fuel control unit being discharged thereinto.

8. In aninternal combustion engine, a stator, a rotor therein having a notch, a'shuttle valve movable into said notch to form an expansible chamber in conjunction with one end of said notch, means for moving said shuttle valve in timed relation to said rotor, an explosioncontrol unitfor said rotor comprising a first piston and a second piston telescopically related to each other, check arm and link means for locking said first piston in one position and permitting the second piston to be telescoped therein by buildup of pressure therein when the check arm and link means is in a dead center position, an air compressor unit for effecting'such build-up of pressure, means for introducing compressed air on the opposite side of said second piston in opposition to such build-up of pressure by said air compressor, a valve for. closing communication between said second piston and said last source of compressed air until the build-up of pressure exceeds the pressure, of the compresed air, means for unlocking said check arm and link means from dead center position whereby said first piston may be moved by the pressure built up thereagainst when fuel is introduced into said expansion chamber and exploded, said last compressed air effecting return of said first and second pistons to initial position after the explosion takes place and pressure in the expansible chamber is reduced by exhaust therefrom, and means driven by said rotor for moving said check arm and link means to and from dead center position.

9. An internal combustion engine comprising a stator, a rotor therein having a notch, a shuttle valve movable into said notch to form an expansible chamber in conjunction with one end of said notch, means for moving said shuttle valve in timed relation to said rotor, an explosion control unit for said rotor comprising a first piston and a second piston telescopically related to each other, means for locking said first piston in one position and permitting the second piston to be telescoped therein by buildup of pressure therein means for introducing compressed air on the opposite side of said second piston in opposition to such build-up of pressure a valve for closing communication between said second piston and said last source of compressed air unti1 the build-up of pressure exceeds the pressure of the compressed air, and means for unlocking said first piston when the pressure is built'up and fuel is introduced into said expansible chamber and exploded, said last compressed air effecting return of said first and second pistons to initial position after the explosion takes place and pressure in the expansible chamber is reduced by exhaust therefrom.

10. In an internal combustion engine, a stator, a rotor therein having a notch, a shuttle valve movable into said notch to form an expansible chamber therein, means for moving said shuttle valve in timed relation to said rotor, an explosion control unit for said rotor comprising a first piston and a second piston telescopically related, means for locking said first piston in one position and permitting the second piston to be telescoped by build-up of pressure in said expansible chamber, means for introducing compressed air on the opposite side of said second piston in opposition to such build-up of pressure means for closing communication between said second piston and said last source of compressed air until the build up of pressure exceeds the pressure of the compressed air, and mean for unlocking said first piston when the pressure is built up and fuel is introduced into said expansion chamber and exploded.

11. In an internal combustion engine, a stator, a rotor therein having a notch, a shuttle valve movable into said notch to form an expansible chamber in conjunction with one end of said notch, compressed air means for moving said shuttle valve in timed relation to said rotor, a fuel control unit for said rotor comprising an air outlet valve, 8. fuel inlet valve, and an air inlet valve operable successively to exhaust air from the unit, and introduce fuel and then air at high pressure to said expansible chamber to form a combustible mixture and explode the same therein, an air compressor unit operating in conjunction with said fuel control unit and receiving compressed air and compressing it to a higher pressure and discharging it into said expansible chamber with the air and fuel from said fuel control unit, an explosion control unit for said rotor comprising a first piston and a second piston telescopically related to each other, means for locking said first piston in one position and permitting the second piston to be telescoped therein by build-up of pressure therein by said air compressor unit, means for introducing compressed air on the opposite side of said second piston in opposition to such build-up of pressure by said air compressor, a valve for closing communication between said second piston and said last source of compressed air until the build-up of pressure exceeds the pressure of the compressed air, means for unlocking said first piston when the pressure is built up and fuel is introduced into said expansion chamber and exploded, said last compressed air effecting return of said first and second pistons to initial position after the explosion takes place and pressure in the expansible chamber is reduced by exhaust therefrom.

12. In an internal combustion engine, a stator, a rotor therein having a notch, a shuttle valve movable into said notch to form an expansible chamber in conjunction with one end of said notch, means for moving said shuttle valve in timed relation to said rotor, a fuel control unit for said rotor comprising an air outlet valve, 9, fuel inlet valve, and an air inlet valve operable successively to exhaust air from the unit, and introduce fuel and then air at high pressure to said expansible chamber to form a combustible mixture and explode the same therein, an explosion control unit for said rotor comprising a first piston and a second piston telescopically related to each other, means for locking said first piston in one position and permitting the second piston to be telescoped therein by build-up of pressure therein, means for introducing compressed air on the opposite side of said second piston in 0pposition to such build-up of pressure, a valve for closing communication between said second piston and said last source of compressed air until the build-up of pressure exceeds the pressure of the compressed air, means for unlocking said first piston when the pressure is built up and fuel is introduced into said expansion chamber and exploded, said last compressed air effecting return of said first and second pistons to initial position after the explosion takes place the pressure in the expansible chamber is reduced by exhaust therefrom. i

13. In an internal combustion engine, a stator, a rotor therein having a notch, a shuttle valve movable into said notch to form an expansible chamber in conjunction with one end of the notch, means for moving said shuttle valve in timed relation to said rotor, a fuel control unit for said rotor comprising a fuel inlet valve and an air inlet valve operable successively to introduce fuel and then air at high pressure to said expansible chamber to form a combustible mixture therein and to explode the same, andan air compressor unit operating in conjunction with said fuel control unit, and discharging compressed air into said expansible chamber with the air and fuel from said fuel control unit, an explosion control unit for said rotor comprising a first piston and a second piston telescopically related to each other, means for locking said first piston in one position and permitting the second piston to be telescoped therein by build-up of pressure in said expansible chamber, means for introducing compressed air on the opposite side of said second piston in opposition to such build-up of pressure, a valve for closing communication between said second piston and said last source of compressed air until the build-up of pressure exceeds the pressure of the compressed air, and means for unlocking said first piston when the pressure in built up and fuel is introduced into said expansion chamber and exploded.

14. In an internal combustion engine, a stator, a rotor therein having a notch, a shuttle valve movable into said notch to form an expansible chamber in conjunction with one end of the notch, means for moving said shuttle valve in timed relation to said rotor, a fuel control unit for said rotor, an air compressor unit operating in conjunction therewith, an explosion control unit for said rotor comprising a first piston and a second piston telescopically related to each other, and a valve for closing communication between said second piston and a source'of compressed air thereto until build-up of pressure exceeds the pressure of the compressed air, said last compressed air effecting return or said first and second pistons to initial position after the explosion, expansion and exhaust take place.

15. In an internal combustion engine, a. stator. a rotor therein having a notch, a shuttle valve movable into said notch, means for moving said shuttle valve in timed relation to said rotor, an explosion control unit for said rotor comprising a first piston and a second piston telescopically related to each other, means for locking said first piston in one position and permitting the second piston to be telescoped therein by build-up of and second pistons to initial position after the explosion takes place and pressure in the expansible chamber is reduced by exhaust therefrom, and means driven by said rotor for operatin: said locking means.

CHARLES 1. FOX. 

